JPH0723531Y2 - Blow-by gas recirculation system for engines - Google Patents
Blow-by gas recirculation system for enginesInfo
- Publication number
- JPH0723531Y2 JPH0723531Y2 JP1988135580U JP13558088U JPH0723531Y2 JP H0723531 Y2 JPH0723531 Y2 JP H0723531Y2 JP 1988135580 U JP1988135580 U JP 1988135580U JP 13558088 U JP13558088 U JP 13558088U JP H0723531 Y2 JPH0723531 Y2 JP H0723531Y2
- Authority
- JP
- Japan
- Prior art keywords
- fresh air
- chamber
- blow
- rocker
- gas recirculation
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
- F01M13/0416—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/0033—Breather inlet-air filters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/006—Camshaft or pushrod housings
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Description
【考案の詳細な説明】 （産業上の利用分野） 本考案は、エンジンのブローバイガス還流装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a blow-by gas recirculation device for an engine.
（従来の技術） 燃焼室からピストンの隙間を通ってクランク室に吹き抜
けるブローバイガスは、エンジン潤滑油を劣化する原因
にもなるため、クランク室およびロッカ室は十分な換気
が必要である。(Prior Art) Blow-by gas that blows through a gap between pistons into a crank chamber from a combustion chamber also causes deterioration of engine lubricating oil, so that the crank chamber and rocker chamber must be sufficiently ventilated.
従来のブローバイガス還流装置として、例えば第６図に
示すようなものがある（実開昭61-152714号公報参
照）。As a conventional blow-by gas recirculation device, for example, there is one as shown in FIG. 6 (see Japanese Utility Model Laid-Open No. 61-152714).
これについて説明すると、Ｖ型エンジン51は左右バンク
に２つのロッカ室52を備え、吸気通路53の絞弁54の上下
流にそれぞれ連通する新気導入通路55とブローバイガス
還流通路56が共に各ロッカ室52に接続されている。To explain this, the V-type engine 51 has two rocker chambers 52 in the left and right banks, and a fresh air introduction passage 55 and a blow-by gas recirculation passage 56 that communicate with the upstream and downstream of the throttle valve 54 of the intake passage 53 are provided in each rocker. It is connected to chamber 52.
クランク室57に吹き抜けたブローバイガスは、エンジン
ブロックを貫通する各通路58を介して左右ロッカ室52に
流入した後に、各還流通路56を介して吸気通路53に吸引
されるようになっている。The blow-by gas blown into the crank chamber 57 flows into the left and right rocker chambers 52 via the passages 58 penetrating the engine block, and is then sucked into the intake passage 53 via the return passages 56.
（考案が解決しようとする課題） しかしながら、このような従来装置の場合、新気導入通
路55とブローバイガス還流通路56が共にロッカ室52に接
続されているため、新気導入通路55からロッカ室52に流
入した新気の大部分は、クランク室57に流入せずにその
ままブローバイガス還流通路56を介して吸引されてしま
い、クランク室57の換気が十分に行われないという問題
点があった。(Problems to be solved by the invention) However, in the case of such a conventional device, since the fresh air introduction passage 55 and the blowby gas recirculation passage 56 are both connected to the rocker chamber 52, the fresh air introduction passage 55 to the rocker chamber Most of the fresh air that has flowed into the 52 does not flow into the crank chamber 57, but is sucked through the blow-by gas recirculation passage 56 as it is, and there is a problem that the ventilation of the crank chamber 57 is not performed sufficiently. .
本考案は、こうした従来の問題点を解決することを目的
とする。The present invention aims to solve these conventional problems.
（問題点を解決するための手段） 上記目的を達成するため本考案では、ロッカ室に新気を
導く新気導入通路と、ロッカ室を吸気通路に連通するブ
ローバイガス還流通路をそれぞれ配設したエンジンのブ
ローバイガス還流装置において、前記ロッカ室とクラン
ク室を互いに連通し、かつクランク軸のカウンタウェイ
ト周面に所定の隙間をもって開口する新気吸引ポートを
設け、この新気吸引ポートはシリンダブロック中心線よ
りもカウンタウエイト周面の回転方向に偏在させると共
に、該ポートが開口するシリンダブロック壁面とカウン
タウエイト周面との間に画成される隙間の断面をカウン
タウエイト周面の回転運動方向に徐々に縮小するテーパ
状に形成した。(Means for Solving Problems) In order to achieve the above object, in the present invention, a fresh air introduction passage for introducing fresh air into the rocker chamber and a blow-by gas recirculation passage for communicating the rocker chamber with the intake passage are provided. In a blow-by gas recirculation system for an engine, a fresh air suction port is provided which communicates the rocker chamber and the crank chamber with each other and which opens on the peripheral surface of the crankshaft counterweight with a predetermined gap. The fresh air suction port is located at the center of the cylinder block. While being unevenly distributed in the rotational direction of the counterweight peripheral surface with respect to the line, the cross section of the gap defined between the wall surface of the cylinder block where the port is opened and the peripheral surface of the counterweight is gradually moved in the rotational movement direction of the peripheral surface of the counterweight. It was formed in a taper shape that shrinks.
（作用） 上記構成に基づき、新気吸引ポートの開口部にはカウン
タウェイト周面の回転により負圧が生じ、この吸引ポー
トを介してクランク室に新気が強制的に供給される。こ
れにより、新気導入通路およびブローバイガス還流通路
を共にロッカ室に接続した場合も、クランク室へ供給さ
れる新気の流量を確保して、ロッカ室と共にクランク室
の換気を十分に行うことができる。(Operation) Based on the above configuration, a negative pressure is generated in the opening of the fresh air suction port due to the rotation of the peripheral surface of the counter weight, and the fresh air is forcibly supplied to the crank chamber via this suction port. As a result, even when both the fresh air introduction passage and the blow-by gas recirculation passage are connected to the rocker chamber, the flow rate of the fresh air supplied to the crank chamber can be ensured and the crank chamber can be sufficiently ventilated together with the rocker chamber. it can.
（実施例） 以下、本考案の一実施例を添付図面に基づいて説明す
る。(Embodiment) An embodiment of the present invention will be described below with reference to the accompanying drawings.
第１図，第２図にそれぞれ示すように、Ｖ型８気筒エン
ジン１は左右のロッカカバー２を備え、左右ロッカカバ
ー２にはブローバイガス排出口11と、新気取入口12がそ
れぞれ形成される。As shown in FIGS. 1 and 2, the V-type 8-cylinder engine 1 is provided with left and right rocker covers 2, and blow-by gas exhaust ports 11 and fresh air intake ports 12 are formed in the left and right rocker covers 2. It
第３図にも示すように、左右ロッカカバー２のブローバ
イガス排出口11はそれぞれブローバイガス還流通路13を
介して吸気管の絞弁より下流側に連通し、このブローバ
イガス還流通路13の途中にはブローバイガスの還流量を
吸気管負圧に応じて調節すうPCVバルブ14が介装されて
いる。As shown in FIG. 3, the blow-by gas discharge ports 11 of the left and right rocker covers 2 communicate with the downstream side of the throttle valve of the intake pipe via the blow-by gas recirculation passages 13, respectively, and in the middle of the blow-by gas recirculation passages 13. Is equipped with a PCV valve 14 that adjusts the amount of blow-by gas recirculated according to the negative pressure of the intake pipe.
左右ロッカカバー２の新気取入口12はそれぞれ新気導入
通路15を介して吸気管の絞弁より上流側に連通して、エ
アクリーナ通過後の新気が取り入れられる。The fresh air intakes 12 of the left and right rocker covers 2 communicate with the upstream side of the throttle valve of the intake pipe via the fresh air introduction passages 15, respectively, and the fresh air after passing through the air cleaner is taken in.
左右ロッカカバー２の内側にはバッフルプレート17が取
付けられ、ロッカカバー２からはブローバイガス排出口
11と新気取入口12の間に位置してバッフルプレート17に
接合する隔壁部18が突出し、この隔壁部18によりロッカ
カバー２とバッフルプレート17の間にはブローバイガス
排出口11が開口する第一セパレータ室21と、新気取入口
12が開口する第二セパレータ室22とに画成される。A baffle plate 17 is attached to the inside of the left and right rocker covers 2, and a blow-by gas discharge port is provided from the rocker covers 2.
A partition wall portion 18 which is located between the air intake port 11 and the fresh air intake port 12 and which is joined to the baffle plate 17 protrudes, and the partition wall portion 18 allows the blow-by gas discharge port 11 to open between the rocker cover 2 and the baffle plate 17. One separator chamber 21 and fresh air intake
A second separator chamber 22 having an opening 12 is defined.
第一セパレータ室21を画成するバッフルプレート17の前
端23はロッカカバー２との間に開口部24を形成し、この
開口部24から第一セパレータ室21にブローバイガスを流
入させる一方、バッフルプレート17にはブローバイガス
排出口11のほの下方に位置してオイル戻し穴25が形成さ
れ、第一セパレータ室21で分離されたオイルをロッカ室
３に戻すようになっている。The front end 23 of the baffle plate 17 that defines the first separator chamber 21 forms an opening 24 between the rocker cover 2 and the blow-by gas that flows into the first separator chamber 21 from the opening 24, while the baffle plate An oil return hole 25 is formed at 17 just below the blow-by gas discharge port 11 to return the oil separated in the first separator chamber 21 to the rocker chamber 3.
第二セパレータ室22を画成するバッフルプレート17の後
端26はロッカカバー２との間に開口部27を形成し、この
開口部27からロッカ室３に新気を供給する。また、ロッ
カカバー２には２つの仕切り壁28,29が所定の間隔をも
って突出し、バッフルプレート17にはこの仕切り壁28,2
9の前後に２つの仕切り板31,32が取付けられ、第二セパ
レータ室22を流れるガスを蛇行させるようになってい
る。The rear end 26 of the baffle plate 17 that defines the second separator chamber 22 forms an opening 27 between the rear end 26 and the rocker cover 2, and fresh air is supplied to the rocker chamber 3 from this opening 27. In addition, two partition walls 28, 29 project from the rocker cover 2 at a predetermined interval, and the baffle plate 17 has these partition walls 28, 29.
Two partition plates 31 and 32 are attached to the front and rear of 9 so that the gas flowing in the second separator chamber 22 is made to meander.
図中８はシリンダヘッド、９はカム軸であり、カム軸９
とクランク軸６の間にはスプロケット41,42を介してチ
ェーン（図示せず）が掛け回され、エンジン１の前部に
はこのチェーンを収装するチェーン室43が設けられてい
る。In the figure, 8 is a cylinder head, 9 is a cam shaft, and the cam shaft 9
A chain (not shown) is wound between the crankshaft 6 and the crankshaft 6 via sprockets 41 and 42, and a chain chamber 43 for accommodating the chain is provided in the front part of the engine 1.
図中10はオイルパン、45はエンジン１の各部に潤滑油を
供給する油通路であり、46はシリンダヘッド８の潤滑油
をオイルパン10に戻す油通路である。In the figure, 10 is an oil pan, 45 is an oil passage for supplying lubricating oil to each part of the engine 1, and 46 is an oil passage for returning the lubricating oil of the cylinder head 8 to the oil pan 10.
チェーン室43と反対側のエンジン後部に位置して、第二
セパレータ室22とクランク室19を互いに連通する新気吸
入ポート36を設ける。A fresh air intake port (36) is provided at the rear of the engine opposite to the chain chamber (43) and connects the second separator chamber (22) and the crank chamber (19) to each other.
左右ロッカカバー２には第二セパレータ室22の後部に開
口する取出口33がそれぞれ形成され、各新気取出口33に
は配管34およびコネクタ35を介してシリンダブロック５
に形成された新気吸引ポート36に接続する。The left and right rocker covers 2 are respectively formed with outlets 33 that open to the rear of the second separator chamber 22, and each fresh air outlet 33 is connected to the cylinder block 5 via a pipe 34 and a connector 35.
It is connected to the fresh air suction port 36 formed in.
新気吸引ポート36の開口部37はクランク軸６の最後部の
カウンタウェイト周面７に所定の隙間38をもって対峙す
る。The opening 37 of the fresh air suction port 36 faces the rearmost counterweight peripheral surface 7 of the crankshaft 6 with a predetermined gap 38.
カウンタウェイト周面７はクランク軸６と同心的な円周
状に形成され、クランク軸６は第１図において右回りに
回転する。新気吸引ポート36はシリンダブロック５の中
心線Ｏより右バンク側に位置して形成され、新気吸引ポ
ート36が開口するシリンダブロック壁面39とカウンタウ
ェイト周面７との間に画成される隙間38の断面をカウン
タウェイト周面７の回転運動方向に徐々に縮小するテー
パ状に形成する。The counterweight peripheral surface 7 is formed in a circumferential shape concentric with the crankshaft 6, and the crankshaft 6 rotates clockwise in FIG. The fresh air suction port 36 is formed on the right bank side of the center line O of the cylinder block 5, and is defined between the cylinder block wall surface 39 where the fresh air suction port 36 opens and the counterweight peripheral surface 7. The cross section of the gap 38 is formed in a taper shape that gradually shrinks in the rotational movement direction of the counterweight peripheral surface 7.
このように構成してあり、次に作用について説明する。It is configured in this way, and the operation will be described next.
ピストンとシリンダの隙間からクランク室19に吹き抜け
たブローバイガスは、矢印で示すようにその大部分がチ
ェーン室43を通って残りの一部が油戻し通路46をそれぞ
れ通ってロッカ室３に流入し、ロッカ室３から第一セパ
レータ室21を介してオイルを分離した後に排出口11およ
び還流通路13を通って吸気管に吸引される。Most of the blow-by gas blown into the crank chamber 19 through the gap between the piston and the cylinder flows into the rocker chamber 3 through the chain chamber 43 and the remaining part through the oil return passage 46 as shown by the arrow. After separating the oil from the rocker chamber 3 via the first separator chamber 21, the oil is sucked into the intake pipe through the discharge port 11 and the recirculation passage 13.
このようにブローバイガスがロッカ室３を経て還流され
るのに伴って、吸気管からの新気が矢印で示すように導
入通路15を通って取入口12から第二セパレータ室22に流
入する。第二セパレータ室22に流入した新気の一部は開
口部27からロッカ室３に拡がり、ロッカ室３をエンジン
後方から前方へとブローバイガスを浄化しながら流れ、
開口部24から第一セパレータ室21に流入し、排出口11お
よび還流通路13を通って吸気管に回収される。As the blow-by gas is thus recirculated through the rocker chamber 3, fresh air from the intake pipe flows into the second separator chamber 22 from the intake port 12 through the introduction passage 15 as shown by the arrow. Part of the fresh air that has flowed into the second separator chamber 22 spreads from the opening 27 to the rocker chamber 3, and flows from the rear of the engine 3 to the front of the engine while purifying blow-by gas,
It flows into the first separator chamber 21 through the opening 24 and is collected in the intake pipe through the discharge port 11 and the return passage 13.
第二セパレータ室22に流入した新気の残りの一部は、矢
印で示すように取出口33と配管34およびコネクタ35を介
して吸引ポート36に吸引され、クランク室19に流入す
る。The remaining part of the fresh air flowing into the second separator chamber 22 is sucked into the suction port 36 via the outlet 33, the pipe 34 and the connector 35 as shown by the arrow, and then flows into the crank chamber 19.
カウンタウェイト周面７の回転に伴い、シリンダブロッ
ク壁面39との間の空気が粘性によりこれらの隙間の幅が
狭くなっている部分へと引き込まれることから、カウン
タウェイト周面７に対峙する開口部37が低圧となって第
二セパレータ室22の新気がクランク室19へと強制的に供
給される。As the counterweight peripheral surface 7 rotates, air between the counterweight peripheral surface 7 and the cylinder block wall surface 39 is drawn into a portion where the width of these gaps is narrowed due to viscosity, so that the opening portion facing the counterweight peripheral surface 7 is opened. 37 becomes low pressure, and fresh air in the second separator chamber 22 is forcibly supplied to the crank chamber 19.
このようにカウンタウェイト周面７の吸引作用によりク
ランク室19には十分な流量の新気が流入するので、クラ
ンク室19ではこの新気吸引ポート36からチェーン室43に
向けてエンジン後方から前方へと新気が流れ、クランク
室19にブローバイガスが滞留するよどみをつくることが
なく、十分な換気作用が得られる。Since a sufficient amount of fresh air flows into the crank chamber 19 by the suction action of the counterweight peripheral surface 7 in this manner, in the crank chamber 19 from the fresh air suction port 36 toward the chain chamber 43, from the engine rear side to the front side. Fresh air flows, and stagnation in which blow-by gas stays in the crank chamber 19 is not created, and sufficient ventilation is obtained.
（考案の効果） 以上の通り本考案によれば、ロッカ室とクランク室を互
いに連通して、クランク軸のカウンタウェイト周面に所
定の隙間をもって開口する新気吸引ポートを設けたた
め、カウンタウェイトの回転によりクランク室に新気を
強制的に供給するので、クランク室およびロッカ室の換
気作用が十分に得られ、ブローバイガスによるエンジン
潤滑油の劣化等を有効に抑えられる。(Effect of the Invention) As described above, according to the present invention, the rocker chamber and the crank chamber are communicated with each other, and the fresh air suction port opening with a predetermined gap is provided on the circumferential surface of the counterweight of the crankshaft. Since the fresh air is forcibly supplied to the crank chamber by rotation, the crank chamber and the rocker chamber can be sufficiently ventilated, and deterioration of engine lubricating oil due to blow-by gas can be effectively suppressed.
第１図は本考案の一実施例を示すエンジンの正面断面
図、第２図は同じく側面断面図、第３図はガスの流れを
示す斜視図、第４図は通路の概略を示す平面構成図、第
５図は同図Ｂ−Ｂ線に添う正面断面図である。第６図は
従来例を示す正面断面図である。 １……エンジン、３……ロッカ室、６……クランク軸、
７……カウンタウェイト周面、11……ブローバイガス排
出口、12……新気取入口、21……第一セパレータ室、22
……第二セパレータ室、36……新気吸引ポート、43……
チェーン室。FIG. 1 is a front sectional view of an engine showing an embodiment of the present invention, FIG. 2 is a side sectional view of the same, FIG. 3 is a perspective view showing the flow of gas, and FIG. 4 is a plan view showing the outline of passages. FIG. 5 and FIG. 5 are front sectional views taken along the line BB of FIG. FIG. 6 is a front sectional view showing a conventional example. 1 ... Engine, 3 ... Rocker room, 6 ... Crankshaft,
7 …… Counterweight peripheral surface, 11 …… Blow-by gas discharge port, 12 …… New air intake port, 21 …… First separator chamber, 22
...... Second separator chamber, 36 ...... New air suction port, 43 ……
Chain room.
Claims (1)
ッカ室を吸気通路に連通するブローバイガス還流通路を
それぞれ配設したエンジンのブローバイガス還流装置に
おいて、前記ロッカ室とクランク室を互いに連通し、か
つクランク軸のカウンタウェイト周面に所定の隙間をも
って開口する新気吸引ポートを設け、この新気吸引ポー
トが開口するシリンダブロック壁面とカウンタウエイト
周面との間に画成される隙間の断面をカウンタウエイト
周面の回転運動方向に徐々に縮小するテーパ状に形成し
たことを特徴とするエンジンのブローバイガス還流装
置。1. A blow-by gas recirculation system for an engine, wherein a fresh air introduction passage for introducing fresh air into the rocker chamber and a blow-by gas recirculation passage for communicating the rocker chamber with an intake passage are respectively arranged in the rocker chamber and the crank chamber. Fresh air suction ports communicating with each other and opening with a predetermined gap are provided on the counterweight peripheral surface of the crankshaft, and the fresh air suction port is defined between the open cylinder block wall surface and the counterweight peripheral surface. A blow-by gas recirculation device for an engine, wherein a cross section of the gap is formed in a taper shape that is gradually reduced in a rotational movement direction of a peripheral surface of the counterweight.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988135580U JPH0723531Y2 (en) | 1988-10-18 | 1988-10-18 | Blow-by gas recirculation system for engines |
| US07/417,622 US4958613A (en) | 1988-10-18 | 1989-10-04 | Internal combustion engine with crankcase ventilation system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988135580U JPH0723531Y2 (en) | 1988-10-18 | 1988-10-18 | Blow-by gas recirculation system for engines |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0256807U JPH0256807U (en) | 1990-04-24 |
| JPH0723531Y2 true JPH0723531Y2 (en) | 1995-05-31 |
Family
ID=15155140
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1988135580U Expired - Fee Related JPH0723531Y2 (en) | 1988-10-18 | 1988-10-18 | Blow-by gas recirculation system for engines |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US4958613A (en) |
| JP (1) | JPH0723531Y2 (en) |
Families Citing this family (34)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5069192A (en) * | 1989-10-24 | 1991-12-03 | Nissan Motor Company, Ltd. | Internal combustion engine with crankcase ventilation system |
| DE4038509A1 (en) * | 1990-12-03 | 1992-06-11 | Mann & Hummel Filter | INTAKE DISTRIBUTOR FOR AN INTERNAL COMBUSTION ENGINE |
| US5129371A (en) * | 1991-09-03 | 1992-07-14 | Saturn Corporation | Cam cover oil separator for crankcase ventilation |
| US5285754A (en) * | 1993-07-12 | 1994-02-15 | Freudenberg-Nok General Partnership | Valve cover assembly for internal combustion engines |
| DE19508967C2 (en) * | 1995-03-13 | 1997-04-03 | Daimler Benz Ag | Ventilation device for the crankcase of an internal combustion engine |
| US6123061A (en) * | 1997-02-25 | 2000-09-26 | Cummins Engine Company, Inc. | Crankcase ventilation system |
| US5927258A (en) * | 1998-01-29 | 1999-07-27 | Daimler-Benz A.G. | Venting arrangement with integrated oil separator for an internal combustion engine |
| US6105560A (en) * | 1999-06-08 | 2000-08-22 | Daidone; Phil | Baffled breather tube |
| US6234154B1 (en) * | 2000-06-12 | 2001-05-22 | General Motors Corporation | Integral PCV system |
| US6443136B1 (en) * | 2000-10-25 | 2002-09-03 | Honda Giken Kogyo Kabushiki Kaisha | Breather apparatus for an internal combustion engine |
| JP3867837B2 (en) * | 2000-12-20 | 2007-01-17 | 本田技研工業株式会社 | Internal combustion engine |
| US6439174B1 (en) | 2001-02-02 | 2002-08-27 | General Electric Company | Crankcase ventilation system |
| KR100401914B1 (en) | 2001-06-25 | 2003-10-17 | 현대자동차주식회사 | Oil separator for blow by gas |
| ATE508260T1 (en) * | 2001-09-18 | 2011-05-15 | Yanmar Co Ltd | ENGINE BLEEDING DEVICE |
| DE10154669A1 (en) * | 2001-11-07 | 2003-05-22 | Porsche Ag | Internal combustion engine with at least two rows of cylinder banks |
| JP2003314211A (en) * | 2002-04-17 | 2003-11-06 | Honda Motor Co Ltd | Stroke varying engine |
| EP1471217B1 (en) * | 2003-04-25 | 2007-04-25 | Perkins Engines Company Limited | Deflector for limiting the ingress of liquid oil |
| EP1471218A1 (en) * | 2003-04-25 | 2004-10-27 | Perkins Engines Company Limited | Internal combustion engine having an internal barrier device to reduce oil carry-over |
| JP4075714B2 (en) * | 2003-07-11 | 2008-04-16 | トヨタ自動車株式会社 | Breather chamber structure of internal combustion engine |
| DE10338977A1 (en) * | 2003-08-25 | 2005-03-17 | Fev Motorentechnik Gmbh | Device for venting a crankcase of an internal combustion engine |
| US7441551B2 (en) * | 2005-08-22 | 2008-10-28 | Honda Motor Co., Ltd. | Intake manifold |
| JP4469769B2 (en) * | 2005-08-30 | 2010-05-26 | 本田技研工業株式会社 | Blow-by gas passage structure of internal combustion engine |
| US8429896B2 (en) * | 2006-04-18 | 2013-04-30 | Kohler Co. | Engine exhaust systems with secondary air injection systems |
| US7513246B2 (en) * | 2006-05-11 | 2009-04-07 | Gm Global Technoloy Operations, Inc. | Positive crankcase ventilation device and system |
| KR100765584B1 (en) * | 2006-11-20 | 2007-10-09 | 현대자동차주식회사 | System for closed crankcase ventilation |
| JP4890322B2 (en) * | 2007-03-30 | 2012-03-07 | 本田技研工業株式会社 | Breather device for vertical engine |
| US9046062B2 (en) * | 2009-09-25 | 2015-06-02 | Dresser-Rand Company | Greenhouse gas capture system and method |
| JP2011117340A (en) * | 2009-12-02 | 2011-06-16 | Yamaha Motor Co Ltd | Saddle type vehicle |
| CN101956590B (en) * | 2010-10-31 | 2011-12-28 | 无锡开普动力有限公司 | Gas-oil separation structure of engine cylinder head cover |
| CN203321614U (en) * | 2012-06-15 | 2013-12-04 | 苏州科瓴精密机械科技有限公司 | Lubrication system of four-stroke engine |
| JP6402744B2 (en) * | 2016-05-17 | 2018-10-10 | トヨタ自動車株式会社 | Internal combustion engine ventilation system |
| US20170350286A1 (en) * | 2016-06-01 | 2017-12-07 | GM Global Technology Operations LLC | Integrated pcv oil separator and oil fill tube |
| FR3103856B1 (en) * | 2019-12-02 | 2022-12-02 | Renault Sas | Oil decanter including a fresh air chamber. |
| JP2023124990A (en) * | 2022-02-28 | 2023-09-07 | 三菱重工エンジン＆ターボチャージャ株式会社 | internal combustion engine |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3050043A (en) * | 1960-04-01 | 1962-08-21 | California Research Corp | Operation of spark-ignition engines |
| DE3225478C1 (en) * | 1982-07-08 | 1983-09-29 | Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart | Internal combustion engine, in particular for motor vehicles |
| US4541399A (en) * | 1983-03-03 | 1985-09-17 | Mazda Motor Corporation | Breather arrangement for internal combustion engine |
| US4515137A (en) * | 1984-02-08 | 1985-05-07 | John Manolis | Crankcase emissions device |
| JPS6179813A (en) * | 1984-09-26 | 1986-04-23 | Toyota Motor Corp | Oil separating device for blow-by gas |
| CA1274133A (en) * | 1984-12-04 | 1990-09-18 | Koichi Fukuo | Crank case ventilation system |
| JPS61152714U (en) * | 1985-03-15 | 1986-09-20 | ||
| US4760833A (en) * | 1986-09-02 | 1988-08-02 | Tatyrek Alfred F | Engine crankcase vacuum check valve system for internal combustion engines |
| JPH0629457Y2 (en) * | 1987-01-29 | 1994-08-10 | 日産自動車株式会社 | Blow-by gas reduction device for internal combustion engine |
-
1988
- 1988-10-18 JP JP1988135580U patent/JPH0723531Y2/en not_active Expired - Fee Related
-
1989
- 1989-10-04 US US07/417,622 patent/US4958613A/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| US4958613A (en) | 1990-09-25 |
| JPH0256807U (en) | 1990-04-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |